The Indian Scout moniker has turned 100 years old. The very first Scout motorcycle was the 1920 model that was announced in 1919. In celebration, the manufacturer announced its 2020 Scout line-up, which includes two new models – the Scout Bobber Twenty and the limited edition Scout 100th Anniversary bike.

The limited-edition Scout 100th Anniversary is limited to 750 units and takes styling cues from the original Scout – it features a Indian Motorcycle Red paint scheme with a gold trim and a colour-matched “Scout 100th Anniversary” badge. Other design elements include the tan-leather solo seat, black wire-spoke wheels, a luggage rack and generous amounts of chrome.

Meanwhile, the Scout Bobber Twenty – which also pays homage to the original 1920 Scout – is styled like an old-school bobber, and features a lot of chrome and blacked-out bits. The Scout Bobber Twenty is available in three colours – Thunder Black, Sagebrush Smoke and Burnished Metallic.

Apart from the two new models, the Scout series will continue to include the Scout, the Scout Sixty and the Scout Bobber, albeit with some updates for 2020. The most significant ones come in the braking department with floating rotors, new calipers and master cylinders. The Scout Bobbers will also come equipped with new Pirelli MT 60 RS tyres. For 2020, the bikes will also come with new colour schemes and the company has also made available a wide range of accessories – some of which can also be equipped on older Scout and Scout Sixty models. These include a Quick Release Fairing with a small windshield that can be swapped with a slightly larger one. Other accessories are luggage racks, luggage bags, different seat options, bar-end mirrors and varying handlebar options.

The bikes will soon be arriving at dealerships in the US and while we will likely get the updated Scout, Scout Sixty, Scout Bobber and even the new Scout Bobber Twenty, it remains to be seen if the limited edition Scout 100th Anniversary will be made available in India.

The Battle of the Kings is a custom bike build-off organised by Harley-Davidson, giving dealers the opportunity to take a stock motorcycle and modify it. The only restriction is a budget no more than half the cost of the original model. The second season has just concluded in India and the Grand Trunk Harley-Davidson dealership in Punjab has won it with their custom Iron 883 called the Goliath.

The selection process

This year’s event saw 12 dealerships across the country participate with their own custom projects, with the winner selected by means of a public online vote. A similar selection process is conducted in various countries across the globe and the winners from each region are subject to another round of selection, also via an online public vote. The top picks from that lot will be sent to EICMA 2019, where the final winner will be picked by a selection panel.

The Goliath

The Goliath started off as an Iron 883, but in its current form, looks little like the original bike. We spoke to a representative from the Grand Trunk Harley-Davidson team and some of the changes made to the bike include a Screamin' Eagle Stage IV conversion kit that bumps up power and torque. The Harley-Davidson website states that the kit includes Sportster High-Flow air cleaner kit, XL1200 cylinder heads, XL1200 cylinders, XL1200 pistons and rings, a heavy duty clutch spring, and a top-end gasket kit, essentially converting it to 1200cc spec. The bike also underwent changes to its chassis in the form of a longer swingarm to accommodate the wider larger tyres and a lowered suspension.

Last year, Harley-Davidson released a couple of digital renders that showed bikes unlike any the bike maker had made before. These were the Pan America ADV-bike and the Streetfighter. Since then, the American manufacturer has rolled out its first all-electric bike, the LiveWire, and now it seems that we could see the aforementioned bikes very soon.

Images of what look like production-ready iterations of the Pan America and Streetfighter have surfaced online and at first glance, they look almost identical to the images shared by the company last year. An interesting bit is that the images reveal some accessories the bikes might be available with. On the Pan America, these include fog lamps, along with a different exhaust, bash plate and foot pegs. The Streetfighter is seen next to multiple footpeg options (an off-road oriented one too!), an exhaust end pipe and two rear view mirror options. More concrete details on how much more customisation the bikes will offer will surface only closer to their launch.

What we do know is that the Pan America will be powered by an all-new 1,250cc V-twin motor that will get modern features like liquid-cooling and a DOHC valvetrain. Powering the Streetfighter will be a new 975cc, V-twin motor. As with the Pan America, this engine will also feature liquid-cooling and a DOHC head.

The above images reveal that the bikes are in their final stages of development and we could see them unveiled later this year, with a launch in 2020 – as planned earlier. The new direction that Harley is heading in is certainly a bold one considering its illustrious past. However, given how the motorcycle industry is transforming and the manufacturer’s drastic slump in sales, a change like this is imperative.

The MV Agusta Turismo Veloce 800 is set to go on sale in India on August 29, 2019. As per our report from a few months ago, the MV Agusta Turismo Veloce 800 will be available at the Kinetic Group’s, Motoroyale showrooms across India. In fact, the launch coincides with the opening of a brand new Motoroyale dealership in Navi Mumbai.

One of the biggest trump cards that Turismo Veloce possesses is its gorgeous design. It looks every bit like the rest of MV Agusta’s bikes, with great attention to detail like the floating pillion seat for instance.

The stylish bodywork wraps around a new steel-trellis frame that houses a 798cc, three-cylinder motor that features a counter-rotating crankshaft and makes 110hp at 10,150 rpm and 80Nm of torque at 7,100rpm. The engine is mated to a 6-speed gearbox with a quickshifter as standard.

The bike gets a Marzocchi fork at the front and a Sachs monoshock at the rear, which handle suspension duties.

Internationally, the MV Agusta Turismo Veloce is available in a total of four variants, besides the standard version - 800 Lusso, Lusso SCS and RC SCS (which is limited to 250 units). The SCS, which stands for Smart Clutch System, allows automatic engagement of the clutch when starting from standstill, as well as automatic disengagement when coming to a stop, eliminating the need to use the clutch. That said, those who wish to stick to the conventional way of riding can do so using the clutch lever that’s present on the left of the handlebar, as in a regular motorcycle. The Lusso variants also get an electronically controlled semi-active suspension setup, heated grips, cruise control and paniers as standard.

MV Agusta has also equipped the Turismo Veloce with a comprehensive set of electronics that includes 8-level traction control and rear wheel lift-up mitigation.

The Turismo Veloce 800 will go up against the Triumph Tiger 800 XRx (Rs 11.99 lakh) and the Ducati Multistrada 950 (Rs 12.84 lakh). While it's unclear if MV Agusta will launch all variants in India, we expect the price of the Turismo Veloce to begin at a much higher point than the above mentioned competition.

Leatt is a South African brand that is highly respected for its range of body armour, particularly their neck and knee braces. In fact, the motocross neck brace was invented by Leatt’s founder who used to be an orthopaedic and neurosurgeon by profession. The GPX 5.5 is their first helmet and it packs several unique and revolutionary approaches to helmet design.

First, you’ll notice that the shell is very compact, much more so than most other helmets. This has been achieved by a special technology where the EPS liner is injected right into the shell, rather than making a separate EPS liner that is then inserted into the helmet. The liner is made using Leatt’s ‘V-shaped’ dual density liner which is injected in a way that the different densities interlock with each other (picture a ‘V’ interlocking with another upside-down ‘V’)

Leatt uses their own Multi-directional Impact Protection System (MIPS) via the use of a number of small blue colour ‘turbines’ that fit in the EPS liner, below the comfort liner. These little discs can absorb rotational forces, hardening under impact like soft armour, and this helps reduce impact force by a claimed 30 percent. Off-road head injuries are frequently caused by rotational forces, where the head is twisted to one side. Leatt says that these little discs, along with the smaller shell, help reduce those damaging forces by up to 40 percent.

A result of the composite shell material and its compact size is that this helmet is super light – my size S weighs just 1,050gm and about 1,200gm with a set of goggles. Ventilation is at a level I have never experienced before – it’s almost like a cycling helmet. There are 13 vents in the shell, but the four massive openings on the top make all the difference. These vents are kept secured with a high-density honeycomb structure that can withstand the penetration tests in ECE certification processes that this helmet conforms to. Leatt sells an optional set of vent plugs to close them off in case you plan on doing a lot of riding in the rain

I find that the helmet fits me nice and snug, with fit on par with established mainstream brands, but getting the lid on is rough on the ears. The firm-fitting cheek pads have a quick release system, but I’ve noticed that they can pop out of place without much effort. One of the few things I dislike is the sheer length of the jaw. All MX helmets have an extended jaw, but this one seems a little excessive and I’d have liked to see a little closer coverage here.

This helmet packs a number of clever touches, including a special channel along the bottom left to snake a hydration pipe through. The rear section is also designed to mesh with Leatt’s acclaimed line of neck braces.

As with most of what Leatt does, this is a very premium product and if you’re into the idea of trying out the latest in technology, this MX helmet is right up your street. The GPX 5.5 recently received a small update for 2019 with a larger jaw structure, but the rest remains the same. The outgoing model you see here is available at Lazyass Bikers with a 50 percent discount, which makes it a fantastic deal.

If you buy an MV Agusta F3 800 RC, you’ll receive your motorcycle and a very special wooden chest. In this goodie box that MV calls the ‘Racing Kit’, you’ll find a bunch of tasty treats – the most special of them being a titanium and carbon-fibre SC Project exhaust system. MV also supplies a special power unit with a different map that lets the bike breathe easier through this exhaust and frees up a few extra horses along the way. And then you have the smaller bits of anodised aluminium jewellery like the special levers, race foot pegs and mirror caps for when you want to remove the mirrors. And of course, the whole bike is wrapped in the very same livery that MV Agusta uses at the World Superbike level of racing.

Machined foot pegs are a thing of beauty

Beyond this, what you get is effectively a standard F3 800 underneath. The chassis is untouched and the engine is the same 798cc, inline three-cylinder beauty that is one of the most emotionally charged motors you’ll find on two wheels. MV engines have always been rabidly fast and with a level of aggression that makes the equivalent motor from Triumph feel polite and domesticated in comparison. The F3 RC is no different and it surges forward with a textured feel from the engine that manifests in the form of a constant fizz in the bars and pegs. You know it’s there, but your mind is so occupied with being blown away by the performance that you couldn’t care less.

In its stock form, this engine belts out 148hp, but the RC kit takes that up to 153, while the exhaust simultaneously brings the dry weight down from 173kg to 165 – 1kg less than the magnificent Triumph Street Triple RS. Accompanying the vision-blurring speed is an absolutely thrilling scream from the exhaust that borders on the anti-social. In fact, anti-social is the right word, because there’s a sticker on the exhaust that clearly states it is for racetrack use only. And then there’s the auto-blipper. Oh, the auto-blipper – I could write a love poem for this thing, it’s that good. Crisp, clean and perfectly timed shifts arrive without fail in either direction, accompanied by all sorts of exquisite pop, bangs and burbles from the exhaust. I probably shifted about three times more than necessary in the half-day date I had with this supermodel.

And a supermodel it is. In the right environment, from the handling to the slim and tight chassis, it is downright addictive. The brakes are mighty and the electronics free spirited – dial traction control and ABS down to their lower settings and the wheels won’t be shy to meet the sky under hard acceleration or braking. But take the F3 where it doesn’t want to go and things get very cranky indeed. Heat pours out in heavy traffic, the clutch gives you a forearm workout from hell and the racy riding position, along with the suspension, will beat your lower back into submission if you don’t hover over the seat through bumpy stretches. And for all the delicious design and detailing, there are a couple of unfortunate panel gaps, and the horrible switchgear and basic LCD display feel completely out of place.

But none of this matters. When this bike is in its element, it’s nothing short of a drug. I can’t remember the last time I whooped out in such unadulterated joy in my helmet this many times on a motorcycle; something that’s in stark contrast to the other big superbike in this issue. This is the ideal sports bike recipe in my mind – small, light, blindingly quick and just the right amount of intimidating. Of course, having one is a different matter – only 400 F3 800 RCs will be sold around the world and just six will come to India, of which this is one. Of course, there is also the matter that a stock F3 with a loud exhaust will be just as special to ride, and call me uncle, but I think it looks better without the shouty graphics, too.

Only six will make it to India.

The F3 800 RC is the very definition of an Italian exotic in the way we’ve known them to be – stunning to look at, all-consuming to ride, temperamental to live with and with a, erm... less-than-perfect reputation for the aftersales experience. And not to mention the price – at Rs 21.99 lakh, it’s Rs 3 lakh more than the already very expensive F3, and nearly on par with the range-topping S 1000 RR. But, hey, you could always buy a Honda if these things put you off. As for the six F3 RCs that find a home in India, I deeply hope they get to be enjoyed on the road and racetrack. It may look exquisite in a collector’s living room, but believe me, this bike is even more life-reaffirming to ride.

An all-new Triumph Tiger has been spotted testing overseas and the spy pictures reveal an almost production ready motorcycle. International reports suggest that this motorcycle will have a larger engine and that it could be called the Tiger 900. Everything from the styling to the frame and engine looks brand new on the 2020 model and this is what we can make out from the spy pics, so far.

Looks

Triumph has chosen a new design language for the new Tiger and the mandate seems to give it more of a rally bike style. It certainly looks much sleeker and sharper than the current Tiger 800 especially when viewed head on. The twin-LED headlamps with an LED DRL running above them are new and sits neatly between the new windscreen above it and a prominent beak mounted directly below it.

The windscreen seems to be adjustable for height and is flanked by aerodynamic fins on either side that are there to deflect head wind off the rider’s arms and chest. Overall, the front end looks more compact and aggressive than the current model.

The side profile reveals a new fuel tank that also looks slimmer than the one on the current model. Also note how the new tank extensions form a shroud around the radiator, which is now said to be split into two units. The tail section is just as minimal too, with no body panels except for a short plastic extension that holds the horizontal LED tail lamp. There’s a new pillion grab handle that should be practical to use and is part of a small luggage rack. The top-box you see in the images is probably an accessory or an aftermarket unit.

Engine

As per International reports this new generation Triumph Tiger is expected to be powered by a larger capacity, three-cylinder motor. In order to meet Euro 5 emission norms without sacrificing performance, the engine displacement is expected to rise up by 11 per cent, to 888cc, while the power figure could also cross the 100hp mark.

The new Tiger rides on what appears to be a brand new, tubular steel trellis chassis with a separate, bolt-on subframe and pillion footpeg hangers. This solves one of the issues with the previous Tiger where the entire frame, including the pillion footpeg hangers were welded together and a nasty crash could send enough force through the rear section to end up irreversibly damaging entire chassis.

Suspension

Gone are the USD WP forks and in place are what looks to be a new Showa USD fork, finished in a rather fetching, gold shade. The rear monoshock is now white which could mean it is still a WP unit. The addition of a remote will make it much easier to firm up the suspension in case you are travelling with a pillion or luggage.

Triumph has also incorporated a new swingarm that seems to be made using cast aluminium.

Wheels

The motorcycle in the images seems to be the off-road biased, XC variant that rides on new, side laced wire-spoked wheels. This means that the smaller Tiger finally rides on tubeless tyres just like the BMW 850GS, one of its closest competitors.

Brakes

Another big upgrade on the new Tiger comes in the incorporation of new radially mounted Brembo brakes at the front which should result in stronger stopping power. At the rear, there’s a single-pot Brembo caliper.

Electronics

The bike in the image is seen with a new full-colour TFT instrument console that could pack in features such as Bluetooth connectivity, navigation display and music controls. It will probably also get Triumph’s optional GoPro control suite, that allows the rider to control a GoPro fitted on the bike. This might be the first time the smaller Tiger range will get IMU aided electronic rider aids, but remains to be confirmed.

Variants and expected launch

The near-production spec motorcycle we see in the pictures suggests that Triumph is close to revealing the 2020 Tiger soon. We expect the British manufacturer to unveil the 2020 Tiger in a few months and sales to begin early next year.

Besides the off-road leaning XC version seen in the spy pics, Triumph will almost certainly also launch the road focused XR family of models. Given how popular and important the Tiger is in India, we expect Triumph to launch the 2020 Tiger in the country soon after the international launch.

Kawasaki India recently launched the new W800 Street in India at Rs 7.99 lakh (ex-showroom). The W-series is Kawasaki’s modern classic range of motorcycles that was heavily updated last year and has finally made it to India. The Kawasaki W800 Street goes up against the Triumph Bonneville range of modern classic motorcycles, particularly the Bonneville T100.

Triumph’s Modern Classics flavour of motorcycles are built for those looking for a big-capacity motorcycle with a torquey engine and offering a relaxed riding experience. While the Bonneville range is quite well established in India, the Kawasaki W800 Street surely has its work cut out to make a dent in this segment. Our specifications comparison tells you how these two modern classics stack up against each other.

Prices (ex-showroom, Mumbai)

Kawasaki W800 Street

Triumph Bonneville T100

Price

Rs 7.99 lakh

Rs 8.87 lakh

Design

The Kawasaki W800 and the Triumph Bonneville T100 stick to the modern classic design handbook to the T. The round headlamps, twin-pod instruments, fork gaiters, large fuel tanks, twin pea-shooter exhausts, wire-spoke wheels, and dollops of chrome are reminiscent of classic motorcycles.

The W800 takes inspiration from the 1966 Kawasaki W1 whereas the Bonneville T100 is inspired by the 1959 Triumph Bonneville. Each motorcycle exudes a certain charm and look that is unique in its own way.

The Kawasaki’s seat height, at 770mm, is a whole 20mm lower than the Bonnie’s and that should make it friendlier for short riders.

Dimensions

Kawasaki W800 Street

Triumph Bonneville T100

Wheelbase

1465mm

1450mm

Seat height

770mm

790mm

Fuel capacity

15 litres

14.5 litres

Weight

221kg (kerb weight)

213 kg (dry weight)

Engine and gearbox

The Kawasaki W800 is powered by a 773cc, air-cooled, SOHC, vertical-twin engine that develops 52hp at 6,500rpm and 62.9Nm of torque at 4,800rpm. A vertical-twin engine is essentially a parallel-twin with a different firing order and a 360-degree crankshaft. It results in a unique sound that’s much different to the Triumph Bonneville T100’s parallel-twin engine that has a 270-degree firing order.

The Triumph’s 900cc engine is relatively modern as it features liquid cooling and produces more power (55hp at 5,750rpm) and torque (76.7Nm at 3,050rpm). Following the engine updates to the 2019 Triumph Street Screambler 900, we expect the Bonnieville T100's engine to also get a revamped engine in the next iteration. This should result in a bump in power and torque.

Note that the Bonneville’s motor produces peak power and torque at much lower rpms, which should translate to a calmer motorcycle at both, city and highway speeds as you won’t have to rev the engine to the upper end of the rpm range to be on pace. Liquid-cooling would also result in better heat management in Indian riding conditions, as opposed to a big, air-cooled engine. But we shall reserve our judgement till after we ride the Kawasaki W800 in the real world.

Both motorcycles are paired to a 5-speed gearbox. While the Triumph features a torque-assist clutch, the Kawasaki has a clutch system with a slip function that will prevent rear wheel hop in case of hard downshifts.

Engine and gearbox

Kawasaki W800 Street

Triumph Bonneville T100

Engine type

Air-cooled, vertical-twin

Liquid-cooled, parallel-twin

Displacement

773cc

900cc

Power

52hp at 6500rpm

55hp at 5750rpm

Torque

62.9Nm at 4800rpm

76.73Nm at 3050rpm

Gearbox

5-speed

5-speed

Hardware and electronics

Both motorcycles employ a double-cradle chassis and are suspended by 41mm telescopic forks at the front and twin shocks at the rear that can be adjustable for preload.

The Kawasaki has 18-inch wire-spoke wheels at both ends while the Triumph has an 18-inch front and a 17-inch rear wire-spoke wheel. Both motorcycles have a single-disc setup at the front and rear, however, the Kawasaki has the bigger brake disc at either end. ABS is standard on both motorcycles.

When it comes to electronics, the T100 is clearly ahead of the W800; while the latter is devoid of any electronic aids, the T100 features ride-by-wire and traction control.

Chassis

Kawasaki W800 Street

Triumph Bonneville T100

Front brake

320mm single disc

310mm single disc

Rear brake

270mm single disc

255mm single disc

Front suspension

41mm telescopic fork

41mm telescopic fork

Rear suspension

Twin shocks, preload adjustable

Twin shocks, preload adjustable

Front tyre

100/90-18

100/90-18

Rear tyre

130/80-18

150/70 R17

Verdict

The Triumph Bonneville T100, at Rs 8.87 lakh (ex-showroom), is priced much higher than the Kawasaki W800 (Rs 7.99 lakh, ex-showroom), but for the extra rupees you do get a lot more equipment, such as traction control and a liquid-cooled motor. The W800, says Kawasaki, stays true to the term classic and hence does not have the aforementioned, modern day technologies. On paper, the Triumph Bonneville T100 appears as the better motorcycle. Also, the T100 is expected to be heavily updated and we expect Triumph to showcase the bike at EICMA 2019.

This month marks 20 years since the end of the Kargil War, and to remember the soldiers who were martyred, individuals of the 13 JAK- RIF (Jammu and Kashmir Rifles) infantry regiment rode from Mana Pass in Uttarakhand to the Kargil War Memorial in Dras, Jammu and Kashmir. Param Vir Chakra recipient, Captain Vikram Batra was a part of the 13 JAK-RIF.

The 21-day long, 1850-odd km ride saw 14 members ride 9 Triumphs that included the Street Twin, Street Scrambler and bikes from the Tiger 800 range. The ride saw the team visit multiple army bases and meet with the families of soldiers who served in the war. The ride concluded on July 25 at a ceremony in the presence of Lt. Gen. YK Joshi.

Shoeb Farooq, GM, Triumph Motorcycles India said: ‘It is a proud moment for us to be part of this project with the Indian Army. We’re glad that Triumph motorcycles are the choice of steed for the soldiers who are meeting families of the martyrs. Being part of this project is our way of showcasing our respect not just for the Indian Army, but also the martyrs who laid down their lives for the nation”.

]]>Vishal Venugopal Vishal Venugopal Triumph pays homage to Kargil War soldiers2461402461401Vishal Venugopal Triumph pays homage to Kargil War soldiers2461402461401Fri, 26 Jul 2019 17:00:00 +1000413589Vishal Venugopal Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000The 21-day long ride saw 14 members of the 13 JAK-RIF visit army bases and meet with the families of soldiers who served in the Kargil war.The 21-day long ride saw 14 members of the 13 JAK-RIF visit army bases and meet with the families of soldiers who served in the Kargil war.Fri, 26 Jul 2019 17:00:00 +1000https://www.autocarindia.com/bike-news/triumph-pays-homage-to-kargil-war-soldiers-413589#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+800cc-1000cc+feed4135892020 Kawasaki Z900RS and Z900RS Cafe unveiled

Kawasaki has unveiled the 2020 version of the Z900RS and Z900RS Cafe. These motorcycles feature new paint schemes and that’s all that differentiates the new from the outgoing models.

The 2020 Kawasaki Z900RS gets a new, candy-green colour scheme with contrasting yellow stripes that run along the fuel tank and the tiny tail section. The green shade looks properly retro and matches the motorcycle's theme. It's also available in an all-black paint scheme.

The Z900RS Cafe is the café-racer styled version, distinguished by its mini-fairing, blacked-out wheels and body-coloured wheel stripes. For 2020, the Z900RS Cafe gets the same lime-green colour with a white paint stripe as seen on the 2019 version. However, the top half of the fuel tank is painted black to add some contrast. Besides this colour, the Z900RS Cafe is also available with a grey-blue paint scheme with a white stripe running from the fairing to the tail piece.

The 2020 Z900RS and Z900RS Cafe will go on sale in international markets and we expect Kawasaki to launch them in India by the end of 2019.

The Z900RS and Z900RS Cafe are inspired by the Kawasaki Z1 – a four-cylinder motorcycle that was introduced in 1972. Some of the retro-themed styling bits include the fuel tank, flat seat, stainless-steel exhaust pipes and the twin-pod instrument cluster.

Both motorcycles are based on the Kawasaki Z900 street-naked and share the same 948cc, liquid-cooled, in-line four-cylinder engine, albeit in a different state of tune. While the Z900’s engine produces 125hp at 9,500rpm the Z900RS’ motor produces 111hp at 8,500 rpm.

While the Z900RS and Cafe are both retro-themed bikes, they are equipped with modern day features such as traction control and two riding modes.

The Kawasaki Z900RS is currently imported to India as a CBU from Japan, which is why the price tag is an exorbitant Rs 15.7 lakh (ex-showroom). This makes it a lot more expensive than other retro-themed motorcycles in the market, like the Triumph Thruxton R (12.15 lakh ex-showroom).